Cam adjustable shim assembly

ABSTRACT

A cam adjustable shim assembly includes a bushing defining a bushing opening. The bushing opening extends along a first axis. The cam adjustable shim assembly further includes a cam disposed in the bushing opening and a bolt at least partially disposed within the cam. The bolt extends along a second axis. The second axis is offset relative to the first axis such that the bushing opening is eccentric relative to the bolt. The bolt is fixed to the cam such that rotation of the bolt about the second axis causes the cam to rotate within the bushing about the first axis.

TECHNICAL FIELD

The present disclosure relates to a cam adjustable shim assembly foradjusting the position of a control arm relative to a vehicle body.

BACKGROUND

Vehicle suspension systems sometimes include a plurality of controlarms. The control arm operatively couples a wheel to a vehicle body,while allowing relative movement between the vehicle body and the wheel.Specifically, the control arm serves as a link to establish proper wheelalignment in relation to the vehicle body.

SUMMARY

It is useful to adjust the position or orientation of the wheel relativeto the vehicle body. To do so, the position of the control arm relativeto the vehicle body can be adjusted. In order to adjust to position ofthe control arm, the vehicle may include a cam adjustable shim assemblyas described in the present disclosure.

In an embodiment, the cam adjustable shim assembly includes a bushingdefining a bushing opening. The bushing opening extends along a firstaxis. The cam adjustable shim assembly further includes a cam disposedin the bushing opening and a bolt at least partially disposed within thecam. The bolt extends along a second axis. The second axis is offsetrelative to the first axis such that the bushing opening is eccentricrelative to the bolt. The bolt is fixed to the cam such that rotation ofthe bolt about the second axis causes the cam to rotate within thebushing about the first axis.

The present disclosure also relates to a suspension system for avehicle. The suspension system includes the cam adjustable shim assemblydescribed above. The cam adjustable shim assembly operatively couples acontrol arm to a frame structure.

Further, the present disclosure relates to vehicles, such as cars,including the cam adjustable shim assembly described above.

The above features and advantages and other features and advantages ofthe present invention are readily apparent from the following detaileddescription of the best modes for carrying out the invention when takenin connection with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic, top view of a vehicle including a suspensionsystem in accordance with an embodiment of the present disclosure,wherein the suspension system includes a cam adjustable shim assembly;

FIG. 2 is a schematic, perspective view of part of the suspension systemof FIG. 1;

FIG. 3 is a schematic, perspective exploded view of part of thesuspension system shown in FIG. 2;

FIG. 4 is a schematic, perspective sectional view of part of thesuspension system shown in FIG. 2;

FIG. 5 is a schematic, front view of part of the suspension system ofFIG. 2, showing the cam adjustable shim assembly in a first position;

FIG. 6 is a schematic, front view of part of the suspension system ofFIG. 2, showing the cam adjustable shim assembly in a second position;and

FIG. 7 is a schematic, top view of part of the suspension system of FIG.2.

DETAILED DESCRIPTION

Referring to the drawings, wherein like reference numbers correspond tolike or similar components throughout the several figures, and beginningwith FIG. 1, a vehicle 10, such as a car, includes a vehicle body 12, aframe structure 14 supporting the vehicle body 12, a plurality of wheels16 operatively coupled to the frame structure 14, and a suspensionsystem 18 operatively coupling the wheels 16 to the frame structure 14.The suspension system 18 includes at least one control arm 20, such as awishbone control arm, operatively coupling one of the wheels 16 to theframe structure 14. The control arm 20 is therefore operatively coupledto at least one wheel 16 and may be wholly or partly made of asubstantially rigid material, such as a rigid metal. In addition, thesuspension system 18 includes at least one cam adjustable shim assembly22 operatively interconnecting the control arm 20 and the framestructure 14. In the depicted embodiment, two cam adjustable shimassemblies 22 operatively couple one control arm 20 to the framestructure 14. The frame structure 14 may be wholly or partly made of asubstantially rigid material, such as a rigid metal.

With reference to FIG. 2, the control arm 20 includes an arm body 24,which may be substantially shaped as a wishbone. In the depictedembodiment, the arm body 24 includes a first body segment 26, a secondbody segment 28, and a third body segment 30. The first body segment 26is coupled to a joint 32, such as a ball joint, and interconnects thesecond and third body segments 28, 30. The joint 32 is coupled to onewheel 16 (FIG. 1) and is fixed to the control arm 20. Accordingly, thejoint 32 can move concomitantly with the control arm 20. Because thejoint 32 is coupled to one wheel 16 (FIG. 16), the position andorientation of the wheel 16 relative to the frame structure 14 (and thevehicle body 12) can be changed by adjusting the position of the controlarm 20 relative to the frame structure 14.

It is useful to adjust the alignment of the wheel 16 (FIG. 16) relativeto the vehicle body 12 (and frame structure 14) in order to adjust thecamber and caster of the wheel 16. Camber refers to the orientation ofthe wheel 16, as measured along its vertical axis, relative to thevertical axis of the vehicle 10 when viewed from the front or rear.Caster refers to the orientation of the steering axis relative to thevertical axis of the vehicle 10 when viewed from the side. The camberand caster can be adjusted by moving the control arm 20 relative to theframe structure 14.

With reference to FIGS. 2-4, each of the second and third body segments28, 30 includes a coupling portion 34. The coupling portion 34 includesfirst and second prongs 36, 38 extending from the second body segment 28(or the third body segment 30). The first and second prongs 36, 38 arespaced apart from each other so as to define a gap 40. The gap 40 isconfigured, shaped, and sized to receive a bushing 42. The bushing 42 istherefore disposed between the first and second prongs 36, 38. The firstprong 36 defines a first hole 44, and the second prong 38 defines asecond hole 46. Each of the first and second holes 44, 46 is configured,shaped, and sized to receive a bolt 48. When the cam adjustable shimassembly 22 is completely assembled, the first and second holes 44, 46partially receive the bolt 48.

The bushing 42 and bolt 48 are part of a cam adjustable shim assembly 22(FIG. 2) configured to adjust the position of the control arm 20relative to the frame structure 14. The bushing 42 includes an outersleeve 52 and an inner sleeve 56. Each of the bushing outer and innersleeves 52, 56 may have substantially cylindrical shapes. The outersleeve 52 may be integrally coupled to the frame ring structure 50 and,accordingly, become a part of the frame structure 14. The frame ringstructure 50 defines an opening 54 configured shaped, and sized toreceive the bushing outer sleeve 52. The bushing outer sleeve 52 definesthe bushing inner sleeve opening 56. The bushing inner sleeve opening 56has a substantially cylindrical shape and may be concentric with theframe ring structure opening 54 when the bushing outer sleeve 52 isdisposed within the frame ring structure 50. Thus, the bushing outersleeve 52, bushing inner sleeve 56, and the frame ring structure opening54 extend along a first axis A (FIG. 4).

With specific reference to FIG. 4, the bushing 42 construction inside ofthe bushing outer sleeve outer diameter 52 has a first annular layer 60,a second annular layer 64, and a third annular layer 62. The secondannular layer 64 is wholly or partly made of a material that has astiffness that is less than the stiffness of the materials wholly orpartially forming the first and third annular layers 60, 62. The thirdannular layer 62 defines the bushing inner sleeve opening 56. Thebushing inner sleeve opening 56 may also have a substantiallycylindrical shape and is configured, shaped, and sized to receive a cam58.

Referring again to FIGS. 2-4, the cam 58 may have a quasi-cylindricalshape, such as a substantially C-shape, and includes a cam body 66. Thecam body 66 is configured, shaped, and sized to be rotatably disposed inthe bushing 42. Accordingly, the cam 58 can rotate in the bushing innersleeve opening 56 about the first axis A. In particular, the cam 58 canrotate relative to the bushing 42 about the first axis A when the cam 58is disposed in the bushing inner sleeve opening 56. Further, the centerC of the cam body 66 is disposed along the first axis A when the cam 58is at least partially disposed in the bushing inner sleeve opening 56.The cam body 66 defines an outer cam surface 68 and an inner cam surface70 opposite to the outer cam surface 68. The outer cam surface 68 issubstantially smooth. The inner cam surface 70 defines a cam opening 72.In other words, the cam 58 defines the cam opening 72, which extendsthrough the cam body 66 along a second axis B. The second axis B isoffset relative to the first axis A. Accordingly, the bushing innersleeve opening 56 is eccentric relative to the cam opening 72. The cam58 can also be referred to as a shim.

The cam 58 further includes a plurality of inner splines 74 extendingfrom the cam body 66 toward the cam opening 72. In particular, the innersplines 74 protrude (or otherwise extend) from the inner cam surface 70in a direction toward the second axis B. The inner splines 74 may bearranged annularly along the inner cam surface 70.

The cam adjustable shim assembly 22 further includes a bolt 48operatively coupled to the cam 58. The bolt 48 is at least partiallydisposed within the cam 58 and extends along the second axis B. Thesecond axis B is offset relative to the first axis A such that the framering structure opening 54 and bushing inner sleeve opening 56 areeccentric relative to the bolt 48. Further, the bolt 48 is fixed to thecam 58 such that rotation of the bolt 48 about the second axis B causesthe cam 58 to rotate within the bushing 42 about the first axis A. Thebolt 48 includes a head 76 and a shank 78 extending from the head 76.The shank 78 extends along the second axis B. Further, the shank 78defines an outer shank surface 86 and includes a splined section 80 anda threaded section 82. The splined section 80 includes the externalsplines 88 extending radially outward from the outer shank surface 86.The external splines 88 are arranged annularly around the second axis B.In other words, the external splines 88 are arranged annularly along theouter shank surface 86. The external splines 88 are configured, shaped,and sized to mate with the inner splines 74 of the cam 58. When at leasta portion of the bolt 48, such as the shank 78, is disposed in the camopening 72, the external splines 88 mate with the inner splines 74,thereby fixing the bolt 48 to the cam 58. As a consequence, rotating thebolt 48 about the second axis B causes the cam 58 to rotate about thefirst axis A. The cam 58 rotates in the bushing inner sleeve opening 56.

As discussed above, the shank 78 includes the threaded section 82. Thethreaded section 82 includes external threads 90 formed along the outershank surface 86. The external threads 90 are configured to mate withthe inner threads 94 of a nut 92. Therefore, the nut 92 can be coupledto the bolt 48 when the external threads 90 of the bolt 90 mate with theinner threads 94 of the nut 92. The nut 92 can be disposed outside oneof the prongs 36, 38. The nut 92 can be tightened to the bolt 48 inorder to fix the position and orientation of the bolt 48 relative to thebushing 42 when the bushing 42 is disposed in the gap 40, the cam 58 isdisposed in the bushing inner sleeve opening 56, and at least a portionof the bolt 48 (e.g., shank 78) is disposed in the cam opening 72. Thenut 92 is pressed against the control arm 20 when it is coupled to thebolt 48. When the bushing outer sleeve 52 is in the frame ring structureopening 54 and the frame ring structure 50 is disposed in the gap 40between the first and second prongs 36, 38, the bushing inner sleeveopening 56 is eccentric relative the first and second holes 44, 46 ofthe first and second prongs 36, 38, respectively. The first and secondholes 44, 46 also extend along the second axis B when bushing 42 isdisposed in the gap 40 between the first and second prongs 36, 38. Thebolt 48 extends through the first and second holes 44, 46 in order tooperatively couple the control arm 20 to the cam 58.

With reference to FIGS. 5-6, during operation, the cam adjustable shimassembly 22 can be used to move the control arm 20 relative to the framestructure 14 along a third axis D between a first position (FIG. 5) anda second position (FIG. 6). Thus, the control arm 20 is coupled to thecam 58 via the bolt 48 such that rotation of the cam 58 within thebushing 42 causes the control arm 20 to move relative to the framestructure 14. As the control arm 20 moves relative to the framestructure 14, the joint 32 moves relative to the frame structure 14,thereby adjusting the camber or caster (or both) of the wheel 16 inrelation to the vehicle body 12. Before adjusting the position of thecontrol arm 20 relative to the frame structure 14, the nut 92 may beuntightened from bolt 48. Then, the bolt 48 is rotated relative to thebushing 42 about the second axis B (FIG. 4). Rotating the bolt 48 aboutthe second axis B (FIG. 4) causes the cam 58 to rotate about the firstaxis A (FIG. 4) relative to the bushing 42. As discussed above, the cam58 rotates within the bushing 42, while the bushing 42 remainsstationary relative to the frame structure 14. Because the bolt 48couples the control arm 20 to the cam 58, rotating the cam 58 about thefirst axis A (FIG. 4) causes the control arm 20 to move in the directionindicated by double arrows E (FIG. 7). As discussed above, thesuspension system 18 may include two cam adjustable shim assemblies 22coupled to a single control arm 20. Each cam adjustable shim assembly 20can be adjusted independently of the other in order to adjust camberand/or caster of the wheel 16. The movement of the cam adjustable shimassemblies 20 causes the joint 32 to move in any of the directions F, G,H, I depending on the adjustment performed in each cam 58. Moving thejoint 32 causes at least one of the wheels 16 to move as well. Thus, thecontrol arm 20 is operatively coupled to one wheel 16 via the camadjustable shim assembly 22 such that rotation of the bolt 48 about thesecond axis B causes the wheel 16 to move relative to the framestructure 14. After adjusting the camber and caster of the wheels 16 asdesired, the nut 92 can be tightened to the bolt 48 in order to fix theposition of the bolt 48 relative to the bushing 42.

While the best modes for carrying out the invention have been describedin detail, those familiar with the art to which this invention relateswill recognize various alternative designs and embodiments forpracticing the invention within the scope of the appended claims.

The invention claimed is:
 1. A cam adjustable shim assembly, comprising:a bushing defining a bushing opening, the bushing opening extendingalong a first axis; a cam disposed in the bushing opening; a bolt atleast partially disposed within the cam, the bolt extending along asecond axis, the second axis being offset relative to the first axissuch that the bushing opening is eccentric relative to the bolt; andwherein the bolt is fixed to the cam such that rotation of the boltabout the second axis causes the cam to rotate within the bushing aboutthe first axis.
 2. The cam adjustable shim assembly of claim 1, whereinthe bolt includes external splines, and the cam includes inner splinesmating with the external splines of the bolt.
 3. The cam adjustable shimassembly of claim 2, further comprising a nut coupled to the bolt. 4.The cam adjustable shim assembly of claim 3, wherein the bolt includes ahead and a shank extending from the head, and the shank includes athreaded section and a splined section, the splined section has theexternal splines, the threaded section has external threads, and the nuthas inner threads mating with the external threads.
 5. The camadjustable shim assembly of claim 4, wherein the cam includes a cam bodydefining an outer cam surface and an inner cam surface opposite theouter cam surface, and the inner splines extend from the inner camsurface of the cam body.
 6. The cam adjustable shim assembly of claim 5,wherein the shank defines an outer shank surface, the external splinesextend from the outer shank surface.
 7. The cam adjustable shim assemblyof claim 1, wherein the cam has a substantially C-shape.
 8. A suspensionsystem, comprising: a control arm; a frame structure; and a camadjustable shim assembly operatively interconnecting the control arm andthe frame structure, wherein the cam adjustable shim assembly includes:a bushing fixed to the frame structure such that the bushing remainsstationary relative to the frame structure, the bushing defining abushing opening, the bushing opening extending along a first axis; a camdisposed in the bushing opening; a bolt coupling the bushing to thecontrol arm, the bolt extending through the cam along a second axis, thesecond axis being offset relative to the first axis such that thebushing opening is eccentric relative to the bolt, and the bolt beingfixed to the cam such that rotation of the bolt about the second axiscauses the cam to rotate within the bushing about the first axis; andwherein the control arm is coupled to the cam via the bolt such thatrotation of the cam within the bushing causes the control arm to moverelative to the frame structure.
 9. The suspension system of claim 8,wherein the bolt includes external splines, and the cam includes innersplines mating with the external splines of the bolt.
 10. The suspensionsystem of claim 9, further comprising a nut coupled to the bolt andpressed against the control arm.
 11. The suspension system of claim 10,wherein the bolt includes a head and a shank extending from the head,the shank includes a threaded section and a splined section, the splinedsection has the external splines, the threaded section has externalthreads, and the nut has inner threads mating with the external threads.12. The suspension system of claim 11, wherein the cam including a cambody defining an outer cam surface and an inner cam surface opposite theouter cam surface, and the inner splines extend from the inner camsurface of the cam body.
 13. The suspension system of claim 12, whereinthe cam has a substantially C-shape.
 14. The suspension system of claim8, wherein the control arm includes an arm body and first and secondprongs, the first and second prongs extend from the arm body, and thebushing is disposed between the first and second prongs.
 15. Thesuspension system of claim 14, wherein the first prong defines a firsthole, and the second prong defines a second hole, each of the first andsecond holes partially receive the bolt.
 16. A vehicle, comprising: awheel; a control arm operatively coupled to the wheel; a framestructure; and a cam adjustable shim assembly interconnecting thecontrol arm to the frame structure, wherein the cam adjustable shimassembly includes: a bushing fixed to the frame structure such that thebushing remains stationary relative to the frame structure, the bushingdefining a bushing opening, the bushing opening extending along a firstaxis; a cam disposed in the bushing opening; a bolt coupling the bushingto the control arm, the bolt extending through the cam along a secondaxis, the second axis being offset relative to the first axis such thatthe bushing opening is eccentric relative to the bolt, wherein the boltis fixed to the cam such that rotation of the bolt about the second axiscauses the cam to rotate within the bushing about the first axis, thecontrol arm being coupled to the cam via the bolt such that rotation ofthe cam within the bushing causes the control arm to move relative tothe frame structure; and wherein the control arm is operatively coupledto the wheel via the cam adjustable shim assembly such that rotation ofthe bolt about the second axis causes the wheel to move relative to theframe structure.
 17. The vehicle of claim 16, wherein the bolt includesexternal splines, and the cam includes inner splines mating with theexternal splines of the bolt.
 18. The vehicle of claim 17, furthercomprising a nut coupled to the bolt and pressed against the controlarm.
 19. The vehicle of claim 18, wherein the bolt includes a head and ashank, the shank includes a threaded section and a splined section, thesplined section has the external splines, the threaded section hasexternal threads, and the nut has inner threads mating with the externalthreads.
 20. The vehicle of claim 16, wherein the control arm includesan arm body and first and second prongs, the first and second prongsextend from the arm body, and the bushing is disposed between the firstand second prongs.